Apparatus for warming cooling and/or lubricating media of internal combustion engines

ABSTRACT

An apparatus is provided for positively warming a cooling medium and/or lubricating medium for gasoline-powered internal combustion engines of motor vehicles thereby to reduce concentrations of unburned hydrocarbons and carbon-monoxides in the engine exhaust gases emitted when the engine is running cold or being warmed up. The apparatus includes a combustor for combusting a supplied fuel into hot gases and a heat exchanging means which is in contact with portions of the cooling and/or lubricating media. The combustor is controlled by an electric control means which is responsive to a variation in the temperature of the cooling or lubricating medium so that the hot gases are produced therein when the temperature of the medium is lower than a level which is predetermined empirically in consideration of the concentrations of the unburned hydrocarbons and carbon-monoxides which would otherwise be emitted before the temperature of the cooling or lubricating media reaches a satisfactory operating temperature. The fuel to be supplied to the combustor may be a liquefied fuel gas stored in an independent container or a usual fuel supplied from a fuel circuit for the engine.

United States Patent [191 Masaki et al.

1451 Sept. 17, 1974 APPARATUS FOR WARMING COOLING AND/OR LUBRICATINGMEDIA OF INTERNAL COMBUSTION ENGINES [75] Inventors: Kenji Masaki,Yokosuka; Hiroshi Nishimura, Kawasaki, both of Japan [73] Assignee:Nissan Motor Company, Limited,

Yokohama City, Japan 22 Filed: Apr. 29, 1971 21 Appl. No.: 138,520

[30] Foreign Application Priority Data May 11, 1970 Japan 45-39250 [52]US. Cl. 165/23, 165/39 [51] Int. Cl B60h 3/04 [58] Field of Search165/23, 39, 40, 26; 123/1 19 C [56] References Cited UNITED STATESPATENTS 3,355,877 12/1967 Chaffiotte 123/119 C Primary ExaminerCharlesSukalo Attorney, Agent, or FirmRobert E. Burns; Emmanuel J. Lobato;Bruce L. Adams [57] ABSTRACT An apparatus is provided for positivelywarming a cooling medium and/or lubricating medium for gasoline-poweredinternal combustion engines of motor vehicles thereby to reduceconcentrations of unburned hydrocarbons and carbon-monoxides in theengine exhaust gases emitted when the engine is running cold or beingwarmed up. The apparatus includes a combustor for combusting a suppliedfuel into hot gases and a heat exchanging means which is in contact withportions of the cooling and/or lubricating media. The combustor iscontrolled by an electric control means which is responsive to avariation in the temperature of the cooling or lubricating medium sothat the hot gases are produced therein when the temperature of themedium is lower than a level which is predeter mined empirically inconsideration of the concentrations of the unburned hydrocarbons andcarbonmonoxides which would otherwise be emitted before the temperatureof the cooling or lubricating media reaches a satisfactory operatingtemperature. The fuel to be supplied to the combustor may be a liquefiedfuel gas stored in an independent container or a usual fuel suppliedfrom a fuel circuit for the engine.

21 Claims, 10 Drawing Figures PMENIEB 3.355903 I sum 20F 8 mum sm mu3.8%.903

sum 3 BF 8 PAIENIED 74 fi'lsassa sum 5 or a gmzmmsmmu smsaoa SHEET 7 [IF8 Pmmmsm 7 m4 SHEEI 8 1F 8 PHI- 4 INVENTOR ATTORNEY APPARATUS FORWARMING COOLING AND/OR LUBRICATING MEDIA OF INTERNAL COMBUSTION ENGINESThis invention is generally concerned with gasolinepowered internalcombustion engines and has its particular reference to an apparatuswhich is specifically adapted to positively warm up either or both ofthe cooling and the lubricating media for the internal combustionenginewhen the engine is running cold or being warmed up. The apparatus hereindisclosed is expected to significantly contribute to reducingconcentrations of unburned hydrocarbons and carbon monoxide in theengine exhaust gases so as to aid in alleviating air pollution problemsresulting from the use of the gasolinepowered internal combustionengines.

Experiments with water cooled internal combustion engines have revealedthat'at least three mode cycles are required of the engine before thecooling water is warmed up to about 80C, the mode cycles correspondingto a driving time period of about 7 minutes and a running distance ofabout 4 kilo-meters. The term mode cycle as herein used is intended torefer to a cycle of a certain driving mode of the engine such as idling,accelerating, normal cruising and decelerating modes. Thus, forinstance, the three mode cycles may consist of consecutive cycles ofidling, accelerating and normal cruising modes or otherwise they may bemade up of successive cycles of accelerating, normal cruising anddecelerating modes.

The experiments have also indicated that the concentrations of theunburned hydrocarbons and carbon monoxide contained in the engineexhaust gases are closely related to the temperature of the enginecooling water and decrease abruptly once the temperature of the coolingwater has reached about 50C by which time usually the engine is drivenin two mode cycles. Such concentrations become minimum when thetemperature of the cooling water reaches about 80C and are maintainedsubstantially unchanged thereafter.

Other experiments have been conducted to determine relationsbetween theconcentrations of the unburned hydrocarbons and carbon monoxide and thetemperature of the engine lubricating medium, revealing that suchconcentrations sizeably decrease as the lubricating medium becomeswarmer. A low temperature of the lubricating medium is indirectlyreflected by a low temperature of the cooling water and for this reason,again, the unburned hydrocarbons and carbon monoxide are emitted inrelatively high concentrations before the engine lubricating medium issufficiently warmed up.

In order that the concentrations of the unburned hydrocarbons and carbonmonoxide be reduced for air pollution preventive purposes, therefore, itis advantageous to have either or both of the engine cooling andlubricating media warmed positively up to certain temperatures as earlyas possible after the engine has been started. Warming the enginelubricating medium, if practised, will be conducive not only to solvingthe vehicular air pollution problems but to enabling the engine to belubricated satisfactorily in a significantly shortened period after theengine is started.

It is thus desirable to provide an apparatus which is capable ofpositively warming at least one of the cooling and the lubricating mediafor the gasoline-powered internal combustion engine when, and only when,the

gases, heat exchanging means communicating with the combustor andpositioned substantially in contact with one or both of cooling andlubricating circuits of the engine for transferring a major portion ofthe heat of the hot gases therethrough, and an electric control meanswhich is responsive to variation in the temperature of one of the enginecooling and lubricating media for actuating the combustor when thetemperature of the cooling or lubricating medium is lower than a levelwhich is predetermined in relation to the concentrations of the unburnedhydrocarbons and carbon monoxide which would be emitted unless theapparatus according to this invention is installed on the engine. Valvemeans is interposed between the fuel source and the combustor,controlled by the electric control means so as to be open when thetemperature of the cooling or lubricating medium is lower than thepredetermined level which is above mentioned. The fuel to be suppliedfrom the fuel source may be a liquefied fuel gas or a usual fuel for theengine. Where the fuel for the engine is to be utilized, the fuel sourcemay include a fuel passage which is branched from a fuel circuit for theengine and an evaporator communicating with the fuel passage, theevaporator being supplied with the fuel from the engine fuel circuit andhaving heating means for heating and evaporating the supplied fuel intoa combustible mixture of fuel and air. This heating means is alsoconnected to the above-mentioned electric control means and actuatedconcurrently as the combustor and the valve means are actuated. Or otherwise, the fuel source may include a fuel passage which, on the one hand,is vented from the open air through a restriction and, on the other handcommunicates with a float chamber of the engine through anotherrestriction whereby a combustible mixture of fuel and air is suppliedtherethrough. The apparatus according to this invention may furtherinclude an exhaust passage leading from the heat exchanging means fordischarging an unconsumed portion of the heat in the hot gases drawninto the heat exchanging means. Such exhaust passage may preferably bepositioned adjacent to an air inlet for the engine, a carburetor or anintake manifold of the engine so that air or a combustible mixture offuel and air is warmed up when passing therethrough. Where, inparticular, the engine fuel is fed to the apparatus according to thisinvention, the exhaust passage may be led to the intake manifold eitherdirectly or through the carburetor downstream of a carburetor throttlevalvei Various embodiments of this invention are illustrated in theaccompanying drawings in which like reference numerals are alotted tocorresponding parts and in which:

FIG. 1 is a graph indicating variations of the temperatures of theengine cooling water and the lubricating fluid in terms of thepreviously defined mode cycle, time in minutes and running distance inkilo-meters;

FIG. 2 is a graph showing variations of the concentrations of theunburned hydrocarbons and carbonmonoxided in the exhaust gases from atypical conventional internal combustion engine, such variations beingindicated in terms of the mode cycle, time and running distancesimilarly to FIG. 1;

FIGS. 3 to 9 are schematic views showing various embodiments of thisinvention, wherein FIG. 3 shows an apparatus adapted to warm up theengine cooling water through combustion of a liquefied fuel gas, FIG. 4shows a modification of the apparatus of FIG. 3, FIG. 5 shows anapparatus in which the engine cooling water is warmed by combustion ofthe same fuel as that fed to the engine, FIG. 6 shows an apparatusintended to warm up the engine lubricating fluid through combustion of aliquefied fuel gas, FIG. 7 shows an apparatus by which the enginelubricating fluid is warmed by co mbustionof the same fuel as that fedto the engine fuel, FIG. 8 is a modification of the apparatus of FIG. 7,and FIG. 9 shows an apparatus adapted to warm up both the engine coolingwater and the engine lubricating fluid through combustion of liquefiedfuel gas; and

FIG. 10 is a sectional view showing, on an enlarged scale, a preferredconstruction of a combustor for use in the apparatus of FIG. 9.

As previously noted, the engine should be operated in at least threemode cycles and the motor vehicle should be driven for about 7 minutesand over a distance of about 4 kilo-meters before the cooling water ofthe engine reaches about 80C. This is clearly seen in FIG. 1, whereinthe temperature of the cooling water is indicated by a curve a. Theconcentrations of the unburned hydrocarbons and carbon monoxide vary inclose relation to the variation in the temperature of the engine coolingwater, as will be understood from observation of FIG. 2 in relevance tocurve a in FIG. 1. In FIG. 2, the concentrations of the hydrocarbons andcarbon monoxide are indicated by curves c and d, respectively, and interms of percentage in which 100 percent is assumed to be the lowestconcentration attained when the engine is satisfactorily warmed. As seenin FIGS. 1 and 2, the concentrations of the unburned hydrocarbons andcarbon monoxide decrease as the temperature of the engine cooling waterincreases beyond about 50C by which time the engine has been operated inabout two mode cycles. As the cooling water is warmed up to about 80C,the concentrations of the unburned hydrocarbons and carbonmonoxides arereduced to a minimum and are thereafter maintained substantiallyconstant.

The concentrations of the unburned hydrocarbons and carbon monoxide alsovary in relation to the variation in the temperature of the enginelubricating fluid, the variation being indicated by a curve b in FIG. 1.

Thus, the invention proposes to reduce the concentrations of theunburned hydrocarbons and carbon monoxide by positively warming up oneor both of the engine cooling water and the engine lubricating fluid soas to provide a useful solution to the vehicular air pollution problems.

A first embodiment of this invention to achieve such purpose is nowillustrated in FIG. 3, wherein the shown apparatus is adapted to warm upthe engine cooling water with use of a liquefied fuel gas which isisolated from the fuel circuit for the engine.

Referring to FIG. 3, the apparatus according to this invention ismounted on a usual gasoline-powered internal combustion engine which isgenerally represented by reference numeral 10. The internal combustionengine 10 has, as customary, an intake manifold 11 leading from acarburetor l2, and an exhaust manifold 13. The engine 10 also includes acooling circuit 14 which is branched from the engine as at 14a and leadsto a pump 14b. The engine cooling water is circulated and recirculatedthrough this cooling circuit 14. The construction and arrangement ofsuch cooling circuit per se is well known and, as such, detaileddiscussion thereof is herein omitted.

An apparatus is now provided which is adapted to warm up the coolingwater in the cooling circuit 14. Such apparatus comprises a source orcontainer 15 of a liquefied fuel gas and an injection nozzle 16communicating with the container 15 through a fuel passage 17. Theinjection nozzle 16 opens into a combustor 18 having an igniter 18a andan air inlet port 18b which is shown as formed around the nozzle 16.Heat exchanging means 19 is connected to the combustor 18 and held incontact with a portion of the cooling circuit 14 intermediate betweenthe outlet 14a and the water pump 14b. The heat exchanging means 19communicates with an exhaust passage 20 through which an unconsumed heatin the heat exchanging means 19 is discharged therefrom. Normally closedvalve means 21 which may be a solenoid actuated valve is mounted in thefuel passage 17 so as to selectively deliver the liquefied fuel gas tothe injection nozzle 16 and into the combustor 18. The igniter 18a andthe valve means 21 are controlled by means of an electric controlcircuit having a source 22 of electric power.

The electric control circuit includes, in addition to the power source22, switch means 23 which is responsive to the variation in temperatureof the engine cooling water through, for instance, a thermostat action.The switch means 23 is closed when the temperature of the cooling wateris lower than a predetermined level which may be about C for the reasonpreviously discussed with reference to FIGS. 1 and 2. The electriccontrol circuit further includes means 21a to control the valve means21. Where the valve means 21 is a solenoid actuated valve, the means 21amay be a solenoid coil for moving a combination armature and valvemember (not shown) which may form part of the valve means 21. Theigniter 18a and the means 21a are connected in parallel to each otherand in series with the power source 22 and the switch means 23. Anignition switch 24 for an ignition distributor (not shown) of theignition switch 24 for an ignition distributor (not shown) of the engine10 may be connected between the power source 22 and the switch means 23,if preferred.

When, in operation, the engine 10 is started with the ignition switch 24closed and when the temperature of the engine cooling water circulatedthrough the cooling circuit 14 is lower than the previously notedpredetermined level, then the switch means 23 is closed to make theelectric control circuit complete, thereby energizing the valve means 21and the igniter 18a. The valve means 21 is thus actuated to open so asto supply the liquefied fuel gas to the injection nozzle 16 through thepassage 17. The fuel gas is caused to discharge into the combustor 18through the nozzle 16 and is mixed with air sucked in through the airinlet port 18b of the combustor. At this instant, the igniter 18a isalso actuated so as to fire the mixture of the fuel and air in thecombustor 18, thereby producing hot gases. The hot gases are supplied tothe heat exchanging means 19 through which the cooling circuit 14passes. A major portion of the heat in the hot gases is thus transferredto the cooling water passed through the cooling circuit 14 and thewarmed cooling liquid is fed to the water pump 14b. As soon as thetemperature of the engine cooling liquid which is positively warmed inthis manner reaches the predetermined level, the switch means 23 isopened so that the igniter 18a and the control means 21a aredisconnected from the power source 22. The valve means 21 is thus closedto terminate the supply of the liquefied fuel gas and the igniter 18a ismade inoperative, preventing the cooling water from over-heating.

The exhaust passage 20 may be positioned and directed in any desiredmanner but it is preferable that the same be positioned adjacent to anengine air inlet such as an air cleaner (not shown), the engine intakemanifold 11 or the carburetor 12 whereby the hot gases discharged fromthe heat exchanging means 19 are used to warm the air or the combustiblemixture passing therethrough.

It may be mentioned that the apparatus which is arranged in a mannerabove described and shown can be actuated before the engine is startedinsofar as the ignition switch 24 is closed. This will be beneficial forwarming up the engine in a relatively short while with the engine keptat rest.

A modified form of the apparatus of FIG. 3 is now shown in FIG. 4. Theapparatus herein shown is essentially similar in construction andoperation to the apparatus shown in FIG. 3, installed on an internalcombustion enginehaving an intake manifold 11 and a carburetor 12.Designated by reference numeral 25 is an engine air cleaner which isusually mounted on an air horn (not identified) of the carburetor 12.

The engine has a cooling circuit 26 which is branched from the enginethrough an outlet port 26a and led to a water pump (not shown) of theengine through an inlet port 26b. This cooling circuit 26 is essentiallysimilar to the counterpart 14 of the arrangement of FIG. 3, serving tohave the cooling water circulated and recirculated therethrough so as tocool the heated engine during operations. Different from the coolingcircuit 14 of FIG. 3, the cooling circuit 26 is partly clad in a waterjacket 27 which is located in the intake manifold 11 of the engine 10,as illustrated.

The engine 10 having the cooling circuit 26 thus constructed is providedwith an apparatus including, similarly to the apparatus of FIG. 3 asource or container 15 of a liquid fuel gas, an injection nozzle 16communicating with the container 15 through a fuel passage 17, and acombustor 18 into which the injection nozzle opens. The combustor 18includes an igniter 18a and an air inlet port 18b. Normally closed valvemeans 21 is interposed in the fuel passage so as to selectively supplythe liquefied fuel gas to the injection nozzle 16.

The combustor 18 communicates with heat exchanging means 28 through apassage 29 so that the hot gases produced in the combustor 18 are drawninto the heat exchanging means. The heat exchanging means 28 includes achamber (not numbered) which is so located as to be in contact with thewater jacket 27 of the engine cooling arrangement. A major portion ofthe heat in the hot gases supplied into this chamber is transferred tothe water jacket 27 which is consequently warmed up to warm up, in turn,the cooling water passing through the cooling circuit 26. The heatexchanging means 28 is vented to the open air through an exhaust passage29a leading from the passage 29. This exhaust passage 29a is preferablyopened adjacent the engine air cleaner 27, carburetor 12 or intakemanifold 11 of the engine 10, for the reason previously set forth.

The valve means 21 and the igniter 18a of the combustor 18 are actuatedunder the control of an electric control circuit which is completed whenthe temperature of the engine cooling water is lower than apredetermined level. This electric control circuit is entirely similarto the control circuit of FIG. 3 and includes a power source 22,thermally actuated switch means 23 and an ignition switch, and isconnected to the igniter 18a and control means 21a for the valve means21.

The arrangement shown in FIG. 4 is advantageous not only for warming upthe engine cooling water at an earlier stage but for warming thecombustible mixture flowing through the intake manifold 11 so as topromote the atomization of the mixture to accordingly improve thecombustion efficiency of the engine, eventually contributing toreduction of the concentrations of the unburned hydrocarbons and carbonmonoxide in the exhaust gases.

The embodiments shown in FIGS. 3 and 4 are useful where it is desired touse a liquefied fuel gas as the source of working fuel. If preferred,however, the working fuel may be the fuel for the engine. An apparatusadapted for this scheme is shown in FIG. 5.

The apparatus shown in FIG. 5 is essentially similar to the apparatus ofFIG. 3 except for the fuel supply arrangement and, as such, descriptionon the parts having their counterparts in FIG. 3 as designated by commonreference numerals is herein omitted for brevity purposes.

Referring now to FIG. 5, the fuel for the engine 10 is supplied througha fuel passsge 30 which leads from a float chamber (not shown) and opensinto the carburetor 12, as customary. The fuel passage 30 is providedwith a pump 31 for pumping off the liquid fuel to the carburetor 12. I

A branch passage 32 leads from the fuel passage 30 downstream of thepump 31 and communicates with an evaporator 33 through a normally closedvalve means 34 which is associated with control means 34a. Theevaporator 35 includes an electrically actuated heater 33a and aspring-loaded one-way check valve 33b for preventing the fuel fromflowing in the reverse direction. The evaporator 33 is thus adapted toatomize the fuel supplied thereto and the thus atomized fuel is suppliedto the fuel injection nozzle 16 through the passage 17.

The valve means 34 and the heater 33b of the evaporator 33 as well asthe igniter 18a of the combustor 18 are operated by an electric controlcircuit which is essentially similar to the control circuits of FIGS. 3and 4. In this instance, the igniter 18a, the control means 34a of thevalve means 34 and the heater 33a are connected in parallel to theelectric control circuit and are energized concurrently. The valve means34 may be. a solenoid actuated valve, in which instance the controlmeans 34a may be a solenoid coil.

When, in operation, the temperature of the engine cooling water is lowerthan a predetermined level, then the switch means 23 of the electriccontrol circuit closes with the result that the valve means 34 is openedand the heater 33a of the evaporator 33 and the igniter 18a of thecombustor 18 are caused to fire. The fuel in the fuel passage 30 is thuspassed to the evaporator 33 through the branch passage 32and the valvemeans 34 and is heated and gasified into atomized fuel through firing ofthe heater 33a. The atomized fuel is supplied to the combustor 18through the injection nozzle 16 for being combusted therein. Theresultant hot gases are passed to the heat exchanging means 19 to warmup the cooling water flowing through the cooling circuit 14.

When the cooling water is warmed up to the predetermined temperature,then the switch means 23 opens so that the valve means 34 is closed andthe heater 33a and the igniter 18a cease firing.

In the arrangement shown in FIG. 5, the fuel pump 31 may be anelectrically operated pump which can be driven with the engine keptinoperative, whereby the valve means 34 can be actuated even before theengine is started.

The embodiments which have heretofore been described are adapted toachieve the purpose of reducing the concentrations of the unburnedhydrocarbons and carbon-monoxides by warming up the engine cooling waterin a relatively short while. Such purpose is invariably achieved bypositively warming up the lubricating fluid for the engine during enginewarm-up operation, as previously discussed. An embodiment realizing thisconcept is now illustrated in FIG. 6.

In FIG. 6, the engine 10 is shown as comprising an intake manifold 11, acarburetor 12, an exhaust manifold 13, an air cleaner and an oil pan 35through which the lubricating fluid or oil is circulated andrecirculated during engine operations. This lubricating oil is warmed upduring engine warm-up operation by an apparatus including a heatexchanging means 36 by which heat is transferred to the lubricating oilwhen the temperature of the lubricating oil is lower than apredetermined level.

The fuel for generating such heat is supplied from a valved source ofcontainer 37 of a liquefied fuel gas. This container 37 communicateswith an injection nozzle 38 through a passage 39 in which a normallyclosed valve means 40 is interposed. The injection nozzle 38 extendsinto a combustor 41 having an igniter 41a and an air inlet port 41b. Thecombustor 41 is led to the heat exchanging means 36 which includes apassage passing through the oil pan 35 as illustrated. The passage ofthe heat exchanging means 36 is opened to the atmosphere through anexhaust passage 42. The exhaust passage 42 may be preferably locatedadjacent the air cleaner 25, carburetor 12 or intake manifold 11 so asto have the combustible mixture warmed up before it is supplied to theengine 10.

The valve means 40 and the igniter 41a are actuated by an electriccontrol circuit which is responsive to the variation in the temperatureof the lubricating oil. The electric control circuit comprises a powersource 43 and a switch means 44 which is mounted on the oil pan 35 tothe responsive to the temperature of the lubricating oil therein. Theswitch means 43 is normally open and is closed only when the temperatureof the lubricating oil is lower than a predetermined level. The electriccontrol circuit also comprises control means 40a for actuating the valvemeans 40 and is connected to the igniter 41a of the combustor 41.Designated by reference numeral 45 is an ignition switch which may beinterposed in the electric control circuit where desired. The valvemeans 40 may be a solenoid actuated valve and, in this instance, thecontrol means 40a associated therewith is a solenoid coil.

With this arrangement, the switch means 44 closes when the temperatureof the lubricating oil in the oil pan 35 is lower than the predeterminedlevel which may be 80C for instance. The control means 40a for the valvemeans 40 and the igniter 41a are thus energized. The valve means 40 isopened to cause the fuel gas to discharge into the combustor 41 throughthe in- 10 jection nozzle 38. The fuel gas is then combusted by thefiring of the igniter 41a so that hot gases are supplied from thecombustor 41 to the heat exchanging means 40. A major portion of theheat in the hot gases introduced into the heat exchanging means 36 istransferred to the lubricating oil in the oil pan 35 with the resultthat the lubricating oil is warmed up in a short while. The hot gasesintroduced into the heat exchanging means 36 are discharged out of theexhaust passage 42 and may be utilized to aid in warming up the air orthe combustible mixture.

When the temperature of the lubricating oil reaches the predeterminedlevel, then the switch means 44 opens so that the valve means 40 closesand the igniter 41a of the combustor 41 ceases firing, preventing theengine from being over heated.

FIG. 7 illustrates a modification of the apparatus of FIG. 6, whereinthe fuel for warming the lubricating oil is supplied from a floatchamber 46 storing the fuel for the engine 10.

The apparatus shown in FIG. 7 is constructed in a manner to warm up thelubricating oil which is circulared through a lubricating circuit 47which includes an oil filter 47a located anterior to the oil pan 35. Theheat exchanging means used in this embodiment is constituted by achamber 48 surrounding the oil filter 47a. Hot gases are drawn into thischamber 48 from a combustor 41 in a manner described in connection withthe apparatus of FIG. 6. Different from the apparatus of FIG. 6, thefuel passage 39 leading to the injection nozzle 38 is led from a spaceover the surface of the fuel in the float chamber 46 through a passage49 which is vented from the atmosphere preferably through an orifice 49aand which communicates with the float chamber 46 preferably through anorifice 49b as shown. A normally closed valve means 40 is mountedintermediate the passages 49 and 39 and is actuated by control means 40aof an electric control circuit.

The chamber 48 constituting the heat exchanging means in the shownapparatus communicates with an exhaust passage 50. The exhaust passageis led through a passage 50 into the intake manifold 11 downstream of athrottle valve 12a. a of the carburetor 12. this instance, a normallyclosed, electrically operated valve 51 is interposed in the exhaustpassage 50, as shown. The valve 51 is actuated by control means 51awhich is connected to the electric control circuit.

The electric control circuit of the apparatus of FIG. 7 thus includesthe control means 51a in addition to the power source 43, switch means44 which is closed when the temperature of the lubricating oil is lowerthan the predetermined level, control means 40a for actuating the valvemeans 40 when energized, and ignition switch 45.

When the temperature of the lubricating oil circulated through the oilpan 35 is lower than the predetermined level, the switch means 44mounted thereon is closed to actuate the igniter 41a and valve means 40and 51. The valve means 40 is accordingly opened so that a combustiblemixture of the evaporative fuel existing over the surface of the liquidfuel in the float chamber 46 and the air supplied through the orifice49a is passed over to the injection nozzle 38 through the passages 49and 39 by the aid of a suction draw from the intake manifold 11 throughthe exhaust passage 50, chamber 48 and combustor 41. The combustiblemixture of the evaporative fuel and air is injected into the combustor41 and is therein combusted by the firing of the igniter 41a so as toproduce hot gases. The hot gases are passed to the chamber 48 by thesuction from the intake manifold 11 to warm up the lubricating oilflowing through the oil filter 47a of the lubricating circuit 47. Thehot gases which are introduced into the exhaust passage 50 from thechamber 48 are drawn into the intake manifold 11 through the valve 51 inthe open condition to warm up the combustible mixture which is suppliedto the engine 10 therethrough. When the lubricating oil in the oil pan35 is warmed up to the predetermined temperature, then the switch means44 opens to render the igniter 41a and the valve means 40 and 51inoperative. The hot gases thus far supplied to the chamber 48 of theheat exchanging means is thus cut off to prevent the engine from beingoverheated.

If desired, the combustor 41 may be formed with an air inlet port 41cwhich is located adjacent an outlet of the combustor. With thisarrangement, the hot gases produced in the combustor 41 are diluted withthe air sucked in through the air inlet port 41c and are thereby cooledto a reasonable temperature. This is advisable because the combustiblemixture in the carburetor 12 is prevented from being heated to itsfiring temperature by the hot exhaust gases discharged from the exhaustpassage 50.

Introduction of the hot gases into the carburetor may lean out thecombustible mixture to be supplied to the engine, inviting an unstableengine performance during the engine warm-up operation. To avoid thisdifficulty, the carburetor 12 may be arranged in a manner to produce arelatively richer combustible mixture.

FIG. 8 shows another modification of the apparatus adapted to warm upthe lubricating oil during engine warm-up operation. The apparatusherein shown uses the same heating and control systems as are used inthe apparatus of FIG. 5. The discussion made on the heating and controlsystems in connection with FIG. entirely applies to the counterparts ofFIG. 8 and, therefore, common reference numerals to 13, 16 to 20, 22,23, 25, 26 and 32 to 38 are assigned to corresponding parts. Theapparatus shown in FIG. 8 is however, constructed to be adapted to warmup the engine lubricating oil and is thus associated with an enginelubricating circuit which is now designated by reference numeral 52.

The lubricating circuit 52 is led to an oil pump 52a which is indicatedby broken lines and an inlet port 52b led into the engine. Thelubricating circuit 52 is passed through the heat exchanging means 19 ofthe heating system so as to be warmed up by the hot gases produced inthe combustor 18 when the temperature of the lubricating oil in the oilpan (not shown) is lower than a predetermined level. The temperature ofthe lubricating oil is responded to by switch means 44 which is mountedon the oil pan and which is closed when the temperature of thelubricating oil is lower than the predetermined level, similarly to itscounterparts in FIGS. 6 and '7.

The combustor 18 of the apparatus shown in FIG. 8 is shown to beprovided with an annular partition 18d formed around the injectionnozzle 16 to define a primary air inlet port 18b for sucking in air forthe combustion of the combustible mixture and a secondary air inlet port180 for sucking in air for diluting and cooling the hot gases producedin the combustor. The inlet ports 18b and 18c are herein shown to belocated concentrically on the upstream side of the combustor 18 but thesecondary air inlet port 18c may be located on the downstream side as isthe case with the air inlet port 41c provided in the combustor 41 of theapparatus shown in FIG. 7.

The embodiment shown in FIG. 8 is adapted for warming up the enginelubricating oil with use of the fuel to be supplied to the engine.

FIG. 9 now illustrates an embodiment whereby both the cooling water andthe lubricating oil the engine are warmed up during engine warm-upoperation. The engine 10 is thus illustrated to be equipped with acooling circuit 26 and an oil pan in addition to an intake mmanifold 11,a carburetor l2 and an air cleaner 25. The cooling circuit 26 is shownto be similar to the cooling circuit used in the apparatus of FIG. *4,branched from the engine 10 through an inlet port 26a and led to a waterpump (not shown) through an inlet port 26b. The cooling circuit 26 ispartly clad in a water The engine cooling water passed through the waterjacket 27 and the lubricating oil in the oil pan 35, are warmed up byhot gases which are produced from a liquefied fuel gas with use ofheating and control systems which are practically similar to theircounterparts in the apparatus shown in FIG. 4.

In the apparatus shown in FIG. 9, however, the hot gas passage 29leading from the combustor 18 is arranged to merge into heat exchangingmeans 28a and 28b which are separate from each other. The heatexchanging means 28a is actually a passage which is passed through theoil pan 35 of the engine 10 so as to warm up the engine lubricating oildrawn thereinto. The heat exchanging means 28b, on the other hand, ismade up of a chamber which is in contact with the water jacket 27thereby to warm up the engine cooling water circulated through thecooling circuit 26.

With this arrangement, when the temperature of the engine cooling wateris lower than a predetermined level during engine warm-up operation,then the switch means 23 closes to complete the electric controlcircuit, causing the valve means 21 and igniter 18a to be actuatedconcurrently. The normally closed valve means 21 for the container 15 ofliquefied fuel gas is opened to deliver the fuel gas to the injectionnozzle 16 through the passage 17. The fuel gas is discharged into thecombustor l8 and is combusted by the igniter 18a. The resultant hotgases are passed through the passage 29 first to the heat exchangingmeans 280. A portion of the heat in the hot gases is thus transferred tothe lubricating oil in the oil pan 35 so that the lubricating oil iswarmed up. The hot gases are further passed to the heat exchanging means28b through the passage 29' whereby the heat in the hot gases istransferred to the water jacket 27 to warm up the engine cooling waterin the cooling circuit 26. The hot gases from the heat exchanging meansor chamber 28b are discharged through the exhaust passage 29 which maypreferably be opened adjacent the intake manifold 11, carburetor 12 orengine air cleaner for the reason previously discussed. When the hotgases are passed through the second heat exchanging means 28b, the heattransferred to the water jacket 27 is imparted not only to the coolingwater but to the combustible mixture flowing through the intake manifoldin which the water jacket 27 is located. The combustible mixture is thuswarmed up and atomized in a satisfactory condition so as to contributeto improvement of the engine combustion efficiency.

The combustor 18 may be provided with an air inlet port which is formedaround the injection nozzle 16 as is the case with the inlet port 18b ofthe combustor in the apparatus of FIG. 4. If desired, however, thecombustor 18 may be provided with a flame holder serving to balance theflame in the combustor whereby the combustion performance can bestabilized over a relatively broad range of the air-fuel ratio. In thisinstance, the flame holder is made up of an annular passage 53 which isformed around the injection nozzle 16 and which is led to a blower 54through an air passage 55. The blower 54 is driven by a motor 56 which,in turn, is connected to the electric control circuit in paralle withthe igniter 18a and is powered from the power source 22. Where an airinjection pump is mounted on the engine for air pollution preventivepurposes, the air injection pump may be utilized as the blower 54. Orotherwise, the blower 54 may be a fan for an air conditioner mounted inthe motor vehicle. Provision of the flame holder thus constructed willprove useful for regulating the temperature of the hot gases produced inthe combustor 18 through combustion of the liquefied fuel gas.

If further desired, the combustor for use in the apparatus of FIG. 9 maybe constructed as illustrated in FIG. 10. The combustor, designated byreference numeral 18, includes inner and outer chambers 57 and 58,respectively, both leading from the passage 62. The injection nozzle 16and the igniter 18a extend into the inner chamber 57 and a primary airinlet port 57a is formed around the nozzle 16. The outer chamber 58communicates with the inner chamber 57 through a secondary air inletport 58a which is located on the downstream side of the combustor 18 asillustrated. The secondary air inlet port 58a may be so calibrated as tocool the hot gases to a controlled temperature.

The apparatus shown in FIG. 9 may be modified in numerous mannersinsofar as the intent of warming up both the cooling water and thelubricating oil during engine warm-up operation can be maintained. Forinstance, the fuel supply may be provided using the fuel for the engineas in the apparatus shown in FIG. 5, 7 or 8. Likewise the heatexchanging means 28a and/or 28b may be constructed similarly to any ofthose used in the apparatus shown in FIG. 3, 5, 7 and 8.

It will now be appreciated from the foregoing description that theapparatus according to this invention is adapted to reduce theconcentration of the unconsumed hydrocarbons and carbon monoxide in theexhaust gases by warming up at least either of the engine cooling waterand the engine lubricating oil during engine warm-up operation. Theapparatus herein disclosed is thus expected to contribute to solution ofthe vehicular air pollution problems resulting from the use of thegasoline-powered internal combustion engines.

It should be borne in mind that the apparatus described and shown hereincan be modified and changed in various manners within the scope of theclaims so far as either or both of the engine cooling and lubricatingmedia are positively warmed up during engine warm-up operation for thepurpose of reducing the unconsumed hydrocarbons and carbon monoxide.

What is claimed is:

1. An apparatus for positively warming at least one of cooling andlubricating media for an automotive gasoline-powered internal combustionengine having cooling and lubricating circuits, comprising: a source offuel; an injection nozzle communicating with said source of fuel; valvemeans interposed between said source of fuel and said injection nozzleactuatable to open and closed positions for controlling fuel flow fromsaid source to said injection nozzle; a combustor into which saidinjection nozzle opens for delivery of fuel thereto and combustion offuel therein and conversion of fuel to hot gas, said combustor being inassociation with at least one of said cooling and lubricating circuitsthrough a passage for transferring heat from the hot gas to at least oneof said cooling and lubricating media; and an electric control circuitincluding switch means responsive to the temperature of one of saidcooling and lubricating media movable to a closed position when thetemperature is lower than a predetermined level to complete saidelectric control circuit, control means connected to said switch meansto actuate said valve means, and another control means connected to saidswitch means to fire fuel delivered to said combus tor.

2. An aparatus according to claim 1, wherein said source of fuelcomprises a container storing a liquefied fuel gas.

3. An apparatus according to claim 1, wherein said source of fuelcomprises means cooperative with a fuel supply system of said engine forsupplying a combustible mixture to said injection nozzle when said valvemeans is open.

4. An apparatus according to claim 3, wherein said last-mentioned meanscomprises a branch passage branched from a fuel passage of said fuelsupply system of the engine for drawing an engine fuel into said branch,said valve means being interposed in said branch passage, and anevaporator communicating with said branch passage and having a heatingmeans connected to said electric control circuit, said heating meansbeing actuated to atomize said engine fuel into said combustible mixturewhen said electric control circuit is completed.

5. An apparatus according to claim 4, wherein said evaporator furtherhas a one-way check valve for preventing said combustible mixture fromflowing back into said branch passage.

6. An apparatus according to claim 3, wherein said last-mentioned meanscomprises a mixture passage opened into a space over the surface of aliquid fuel in a float chamber of said fuel supply system and into theopen air and communicating with said nozzle, said valve means beinginterposed in said mixture passage, and an exhaust passage leading fromsaid passage of said combustor and communicating with an intake manifoldof said engine for drawing a suction into said mixture passage to passthe combustible mixture into said nozzle and for warming up the enginecombustible mixture with the gases discharged from said exhaust passage.

7. An apparatus according to claim 6, wherein said last-mentioned meansfurther comprises a valve interposed in said exhaust passage andcontrolled by said electric control circuit to be actuated to open whenthe switch means is closed to complete the electric control circuit.

8. An apparatus according to claim 1, wherein said passage includes achamber through which at least one of said cooling and lubricatingcircuits is passed.

9. An apparatus according to claim 1, wherein said passage includes achamber with which at least either of said cooling and lubricatingcircuits is held in contact.

10. An apparatus according to claim 9, wherein said cooling circuit ispartly clad in a water jacket which is located in an intake manifold ofsaid engine and which is held substantially in contact with saidchamber.

11. An apparatus according to claim 1, wherein said control meansincludes an igniter directed into said combustor and connected to saidelectric control circuit for being caused to fire when the switch meansis closed to complete said electric control circuit.

12. An apparatus according to claim 11, wherein said combustor furtherincludes means defining an air inlet port extending around saidinjection nozzle for supplying air into said combustor.

13. An apparatus according to claim 11, wherein said combustor furtherincludes means defining primary and secondary air inlet ports which areseparate from each other for supplying primary and secondary air intosaid combustor.

14. An apparatus according to claim 13, wherein said air inlet ports arevented directly from the open air.

15. An apparatus according to claim 13, wherein said air inlet portscommunicate with a blower driven by a motor which is connected to saidelectric control circuit and which is actuated when said electriccontrol circuit is completed for forcedly supplying air into saidcombustor through said primary and secondary air inlet ports.

16. An apparatus according to claim 13, wherein said primary andsecondary air inlet ports are formed concentrically around saidinjection nozzle.

17. An apparatus according to claim 13, wherein said primary air inletport extends around said injection nozzle and said secondary air inletport is located on the downstream side of said combustor.

18. An apparatus according to claim 1, further comprising an exhaustpassage leading from said combustor and opened adjacent one of an intakemanifold, a carburetor and an engine air cleaner.

19. An apparatus according to claim 1, wherein said electric controlmeans has interposed therein an ignition switch for said engine.

20. An apparatus according to claim 12, wherein said air inlet portcommunicates with a blower driven by a motor which is connected to saidelectric control circuit and which is actuated when said electriccontrol circuit is completed for forcedly supplying air into saidcombustor through said air inlet port.

21. An apparatus according to claim 3, wherein said electric controlmeans has interposed therein an ignition switch for said engine.

1. An apparatus for positively warming at least one of cooling andlubricating media for an automotive gasoline-powered internal combustionengine having cooling and lubricating circuits, comprising: a source offuel; an injection nozzle communicating with said source of fuel; valvemeans interposed between said source of fuel and said injection nozzleactuatable to open and closed positions for controlling fuel flow fromsaid source to said injection nozzle; a combustor into which saidinjection nozzle opens for delivery of fuel thereto and combustion offuel therein and conversion of fuel to hot gas, said combustor being inassociation with at least one of said cooling and lubricating circuitsthrough a passage for transferring heat from the hot gas to at least oneof said cooling and lubricating media; and an electric control circuitincluding switch means responsive to the temperature of one of saidcooling and lubricating media movable to a closed position when thetemperature is lower than a predetermined level to complete saidelectric control circuit, control means connected to said switch meansto actuate said valve means, and another control means connected to saidswitch means to fire fuel delivered to said combustor.
 2. An aparatusaccording to claim 1, wherein said source of fuel comprises a containerstoring a liquefied fuel gas.
 3. An apparatus according to claim 1,wherein said source of fuel comprises means cooperative with a fuelsupply system of said engine for supplying a combustible mixture to saidinjection nozzle when said valve means is open.
 4. An apparatusaccording to claim 3, wherein said last-mentioned means comprises abranch passage branched from a fuel passage of said fuel supply systemof the engine for drawing an engine fuel into said branch, said valvemeans being interposed in said branch passage, and an evaporatorcommunicating with said branch passage and having a heating meansconnected to said electric control circuit, said heating means beingactuated to atomize said engine fuel into said combustible mixture whensaid electric control circuit is completed.
 5. An apparatus according toclaim 4, wherein said evaporator further has a one-way check valve forpreventing said combustible mixture from flowing back into said branchpassage.
 6. An apparatus according to claim 3, wherein saidlast-mentioned means comprises a mixture passage opened into a spaceover the surface of a liquid fuel in a float chamber of said fuel supplysystem and into the open air and communicating with said nozzle, saidvalve means being interposed in said mixture passage, and an exhaustpassage leading from said passage of said combustor and communicatingwith an intake manifold of said engine for drawing a suction into saidmixture passage to pass the combustible mixture into said nozzle and forwarming up the engine combustible mixture with the gases discharged fromsaid exhaust passage.
 7. An apparatus according to claim 6, wherein saidlast-mentioned means further comprises a valve interposed in saidexhaust passage and controlled by said electric control circuit to beactuated to open when the switch means is closed to complete theelectric control circuit.
 8. An appAratus according to claim 1, whereinsaid passage includes a chamber through which at least one of saidcooling and lubricating circuits is passed.
 9. An apparatus according toclaim 1, wherein said passage includes a chamber with which at leasteither of said cooling and lubricating circuits is held in contact. 10.An apparatus according to claim 9, wherein said cooling circuit ispartly clad in a water jacket which is located in an intake manifold ofsaid engine and which is held substantially in contact with saidchamber.
 11. An apparatus according to claim 1, wherein said controlmeans includes an igniter directed into said combustor and connected tosaid electric control circuit for being caused to fire when the switchmeans is closed to complete said electric control circuit.
 12. Anapparatus according to claim 11, wherein said combustor further includesmeans defining an air inlet port extending around said injection nozzlefor supplying air into said combustor.
 13. An apparatus according toclaim 11, wherein said combustor further includes means defining primaryand secondary air inlet ports which are separate from each other forsupplying primary and secondary air into said combustor.
 14. Anapparatus according to claim 13, wherein said air inlet ports are venteddirectly from the open air.
 15. An apparatus according to claim 13,wherein said air inlet ports communicate with a blower driven by a motorwhich is connected to said electric control circuit and which isactuated when said electric control circuit is completed for forcedlysupplying air into said combustor through said primary and secondary airinlet ports.
 16. An apparatus according to claim 13, wherein saidprimary and secondary air inlet ports are formed concentrically aroundsaid injection nozzle.
 17. An apparatus according to claim 13, whereinsaid primary air inlet port extends around said injection nozzle andsaid secondary air inlet port is located on the downstream side of saidcombustor.
 18. An apparatus according to claim 1, further comprising anexhaust passage leading from said combustor and opened adjacent one ofan intake manifold, a carburetor and an engine air cleaner.
 19. Anapparatus according to claim 1, wherein said electric control means hasinterposed therein an ignition switch for said engine.
 20. An apparatusaccording to claim 12, wherein said air inlet port communicates with ablower driven by a motor which is connected to said electric controlcircuit and which is actuated when said electric control circuit iscompleted for forcedly supplying air into said combustor through saidair inlet port.
 21. An apparatus according to claim 3, wherein saidelectric control means has interposed therein an ignition switch forsaid engine.